Track-contactor.



G. W. WARD.

TRACK GONTAGTOR.

APPLICATION FILED 121:3.3, 1912.

Patented Dec. 23, 1913.

W1 TNESSES Af/omey COLUMBIA PLANOORAPH CO-.WASNINCITON. n. c.

NITED STATES PATENT OFFICE.

CHARLES W. WARD, 0F LAKEWOOD, OHIO.

TRACK-CONTACTOR.

Application filed February 3, 1912.

T 0 all whom it may concern Be it known that I, CHARLES W. WARD, a citizen of the United States, residing at Lakewood, in the county of Cuyahoga and State of Ohio, have invented certain new and useful Improvements in Track- Contactors, of which the following is a specication, reference being had therein to the accompanying drawing.

My invention relates to track instruments particularly of the type adapted to be 0perated by engagement with detents carried by vehicles traversing the track. It is moreover particularly designed for use in connection with third rail electric railway systems, and adapted to be operated through engagement with the third rail shoes of motor cars passing over the track.

My invention results from a recognition by me of the necessity for a track instrument capable of use in the above mentioned situations, and not subject to abnormal disturbance and uncertain operation due to high speed operation. The need for such a switch has been heretofore recognized by others and means devised to meet the need, but so far as I am aware this need has not been fully met by the prior devices. Particularly is this true with respect to the devices at present available for use in connection with third rail electric systems.

Broadly stated, the track instrument of my invention comprises an electric switch located in the vicinity of the trackway, an operating connection associated with the said switch, and means adapted to be engaged by a detent on a passing vehicle and adapted further to impart to the operating member of the switch a gradual forward operating movement and a gradual returning operating movement.

More specifically stated my invention comprises a relatively long abutment extending parallel to the trackway, and mount-ed in a position to be engaged by detents on passing vehicles, the character of this mounting being such that it is progressively moved bodily from one end to the other, and a switch operating member connected to said movable abutment intermediate its ends. Stated yet more particularly, the abutment is mounted in a manner whereby the engagement of the abutment by the detent gives said abutment a combined oscillatorily and reciprocatory movement about a transverse axis and the switch operating member is Specification of Letters Patent.

Patented Dec. 23, 1913.

Serial No. 675,241.

connected to the abutment in the vicinity of the transverse axis. Thus first one end of the abutment is engaged and shifted bodily, and as the detent progresses in its movement this shifting of the abutment is increased regularly in degree, the operating member connected thereto being shifted by the same degree, until when the detent reaches the yicinity of the operating member, the shiftmg of the operating member is maximum, whereupon in the further movement of the detent toward the opposite end of the abutment, the end first engaged is released, and the opposite end allowed gradually to return to its normal position, thus securing the gradual return movement of the switch operating member. Under these conditions no matter how fast the speed of operation within the known limits, the switch operating member is moved forward and is returned with a smooth and gradual acceleration and without harmful shock on the connected switching devices.

WVhile I herein show my invention in connection with a third rail system, I do not wish to limit myself to such application only as it may be used in connection with other system than that described herein, and also may be given many other embodiments with out departing in any wise from the spirit and scope of my invention.

In the drawings :Figure 1 is a transverse section of the track instrument of my invention in combination with a third rail electric railway system, and Fig. 2 is a plan view of the instrument proper shown particularly on the right hand side of Fig. 1.

Referring to the drawings, and first to Fig. l, R R designate the traflic rails of a railway, while T designates a rail co-eXten sive with the track rails and carrying the power for the vehicles traveling on the track. This rail T is commonly known as the third or power rail.

On the side of the trackway opposite the third rail T I locate preferably in identically the same position with respect to the track rails as the third rail T, a short section of rail 10 several feet in length. This rail is in a position to engage and guide the third rail shoes on the corresponding side of vehicles traversing the track. To this end the opposite ends of the section 10 are curved downwardly as clearly indicated at 11 in Fig. 1. Also parallel with the rails R R and T and co-extensive with the guide rail 11 is a movable abutment 12. This is located in this embodiment on the side of the guide rail 10 opposite from the trackway. It is mounted on brackets 18, one of which supports it at each end, each bracket being provided with a horizontally extending top portion 14 which directly supports and guides the abutment 12 by its projection into slots in the body of the abutment 12 as indicated in Fig. 1 and by dotted lines in Fig. 2, the engagement in the slots being comparatively loose. The abutment 12 is biased to the side of the guide rail 10, (which acts as a stop, although other stops may be provided if desirable) by means of springs 15 acting on pairs of toggles 16 between upward extensions 17 of the brackets and the back of the abutment. Connected to the abutment 12 intermediate its ends, and in this case approximately at its middle, is the operating rod 18 connected with the electric switching device S governing the signaling circuit such as C, which may be of any desired character. On the opposite side of the guide rail 10 from movable abutment 12 is a relatively fixed abutment 19 of substantially the same proportions and extent, and supported in position parallel to parts 10 and 12 by means of brackets 20, one at each end. The ends of the abutments 12 and 19 are flared outwardly as shown for the smooth and certain reception of the third rail shoes or other detents on passing vehicles. Such a third rail shoe is indicated in plan by the dotted lines E. Now upon the engagement of a third rail shoe E with the left hand ends of the abutments 12 and 19 as shown in Fig. 2, the travel being in the direction of the arrow, the shoe is smoothly entered between abutments without undue shock thereto, owing to the outwardly flared ends of abutments 12 and 19 and to the downwardly curved end of the rail 10. The shoe is accurately positioned and guided by the guide rail 10 and the abutment 19 into operative engagement with the movable abutment 12 which is mounted in position to be engaged by the third rail shoe when thus directed in its path of movement. First the left hand end of the abutment 12 is moved laterally to the position shown in dotted lines, the operating member 18 of the switching device S being given a small initial movement and thereafter as the shoe E progresses rapidly in its passage between the abutments 12 and 19, the abutment 12 is progressively and bodily shifted laterally from the left hand end to the right hand end, the forward operating movement of the member 18 taking place with uniform or smooth acceleration, the left hand end moving toward its normal position as the shoe passes the center of the abutment 12, the forward movement of the member 18 being a maximum when the shoe E is opposite it, and the return movement being accomplished with an equally smooth and uniform acceleration as the shoe E passes out between the right hand ends of the abutments 12 and 19, the left hand end of the abutment during that time reaching its nor mal position and the right hand end in turn reaching its position of maximum deflection and thereafter returning to normal as indicated by dotted lines. Thus it will be apparent that the movable abutment 12, which in this instance is rigid in construction, is progressively moved bodily from end to end, or more specifically is given a combined oscillatory and reciprocatory movement about a transverse axis intermediate its ends, in this instance about its middle and in the vicinity of the operating member 18.

Before concluding, I should state that my invention may be used in connection with the third rail itself, suitable provision being made for insulating the various parts as is well known o those skilled in the art. Further the track instrument proper comprised by the parts designated by numerals, some of them or all of them may be used in connection with an overhead trolley system, and when so used in each case it will be accompanied by its characteristic advantages.

Having thus described my invention, what I claim and desire to secure by Letters Patent is 1. A third rail system including a contactor comprising a movable extended abutment beside the trackway on the side opposite the third rail, parallel to the trackway and the third rail and occupying a position adapting it for engagement with the third rail shoe on that side of a vehicle, and a switch operatively connected with said abutment.

2. A third rail system including a contactor comprising a movable extended abutmentbeside the trackway on the side opposite the third rail, parallel to the trackway and the third rail, and occupying a position adapting it for engagement with the third rail shoe on that side of a vehicle, a co-extensive short section of rail occupying relatively the same position as respects said trackway as said third rail, and a switch operatively connected with said movable abutment.

3. A third rail system including a contactor comprising a movable abutment beside the trackway on the side opposite the third rail, guiding means for third rail shoes on that side of passing vehicles adapted to determine the engagement of the said shoes with said abutment and a switch operatively connected with said abutment.

4. In a third rail system, a shoe rail parallel to the third rail, a contactor comprising a movable abutment located beside said shoe rail and engaged and moved laterally of the said shoe rail by the third rail shoes of vehicles traversing said rail, and a switch operatively connected with said abutment.

5. In a third rail system, a shoe rail, a contactor comprising a movable extended abutment adjacent said rail, parallel thereto and engaged and moved laterally of said shoe rail by third rail shoes traversing said rail, said movable abutment being mounted to have a combined oscillatory and reciprocatory motion about a transverse axis, and a switch operatively connected with said abutment in the vicinity of the said transverse axis.

6. In a third rail system, a shoe rail, a contactor comprising a movable extended abutment adjacent said rail, parallel thereto and engaged and moved laterally of said shoe rail by third rail shoes traversing said rail, said movable abutment being mounted to have a combined oscillatory and reciprocatory motion about a. lateral transverse axis, guiding means co-extensive with said abutment and opposite thereto as respects the said shoe rail, and a switch operatively connected with said abutment in the vicinity of the said transverse axis.

7. In combination a railway, an extended movable abutment parallel to the trackway and engaged and moved laterally by abutments on vehicles traversing the trackway and mounted for combined oscillatory and reoiprocatory movement about a transverse axis when so engaged and moved by abutments on vehicles traversing the trackway and a switch operatively connected to said abutment in the vicinity of the transverse axls.

8. A cont actor of the type described comprising a fixed guideway adapted to direct the movement of detents on passing vehicles to a given pathway, a movable coextending abutment engaged by the said detents on passing vehicles, and mounted for progressive movement from end to end, and a switch operatively connected to said movable abutment at its central portion whereby gradual operation of the switch is attained under high speed trailic conditions.

In testimony whereof I aii'ix my signature in presence of two witnesses.

CHARLES W. WARD. Witnesses JAs. B. Hoen, J. P. BECKER.

Copies of. this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

